WO2022253596A1 - Procédé d'exécution automatique de mesures de sécurité lors du passage d'un véhicule sur un accotement, système de guidage de véhicule électronique et véhicule - Google Patents

Procédé d'exécution automatique de mesures de sécurité lors du passage d'un véhicule sur un accotement, système de guidage de véhicule électronique et véhicule Download PDF

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Publication number
WO2022253596A1
WO2022253596A1 PCT/EP2022/063754 EP2022063754W WO2022253596A1 WO 2022253596 A1 WO2022253596 A1 WO 2022253596A1 EP 2022063754 W EP2022063754 W EP 2022063754W WO 2022253596 A1 WO2022253596 A1 WO 2022253596A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
shoulder
driving
electronic
dangerous situation
Prior art date
Application number
PCT/EP2022/063754
Other languages
German (de)
English (en)
Inventor
Frank Bärecke
Steve Simon
Thomas KOLMS
Original Assignee
Volkswagen Aktiengesellschaft
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Volkswagen Aktiengesellschaft filed Critical Volkswagen Aktiengesellschaft
Priority to CN202280050810.0A priority Critical patent/CN117677556A/zh
Priority to EP22730185.0A priority patent/EP4347343A1/fr
Publication of WO2022253596A1 publication Critical patent/WO2022253596A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/10—Path keeping
    • B60W30/12—Lane keeping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/085—Taking automatic action to adjust vehicle attitude in preparation for collision, e.g. braking for nose dropping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R2021/01304—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over monitoring rough road condition
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/05—Type of road, e.g. motorways, local streets, paved or unpaved roads
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/10—Number of lanes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/50—Barriers
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/167—Driving aids for lane monitoring, lane changing, e.g. blind spot detection

Definitions

  • the invention relates to a method for automatically implementing safety measures when a vehicle drives onto a shoulder that is different from a roadway.
  • the invention relates to an electronic vehicle guidance system with a socket unit and an electronic evaluation unit. Furthermore, the invention relates to a vehicle with a corresponding electronic vehicle guidance system.
  • DE 102010015 547 B4 discloses a method and a device for activating at least one reversible occupant protection device of a vehicle and wherein the at least one reversible occupant protection device is activated as a function of detected driving state variables and positioned in an operative position.
  • US 2014/0263800 A1 discloses a method for automatic belt tensioning.
  • US Pat. No. 9,290,174 B1 discloses a method to reduce the negative effects of an inattentive driver.
  • An object of the present invention is to improve the safety of passengers of a vehicle when the vehicle drives over a shoulder.
  • One aspect of the invention relates to a method for automatically implementing safety measures when a vehicle drives over a shoulder that is different from a roadway, having the following steps: - Detection of the shoulder, which is different from the roadway and is arranged laterally adjacent to the roadway, by a detection device of the vehicle,
  • the proposed method allows passengers, in particular the driver, of a vehicle to be better protected from dangerous situations if they unintentionally leave the roadway in an adjacent shoulder. Consequently, safety can be significantly increased by the proposed method when the vehicle drives along the shoulder.
  • the driver of the vehicle in particular is made aware of the tightening of the belt.
  • the tightening not only secures and stabilizes the driver in a driver's seat, but also increases awareness of the respective dangerous situation, particularly with regard to shoulder driving.
  • the respective securing by tightening the seat belt can be used to inform the driver or other passengers of the vehicle of the respective assessed dangerous situation and thus draw their attention to the current driving task.
  • a risk of driving over the shoulder can be reduced, since the driver's attention can initiate, in particular carry out, appropriate countermeasures earlier.
  • a shoulder is to be understood as meaning the part of the road crown that is located next to a roadway in the cross section of a road.
  • the shoulder can often be limited in time by an embankment.
  • the banquette is not used for vehicle traffic, but is used to divert some of the surface water from the roadway to the troughs located to the side of the roadway.
  • a verge can have a standard width of 1.5 meters.
  • the banquet can have a usual gradient of 6% at the higher edge of the road and 12% at the lower edge of the road.
  • the banquet is located on the outer edge of the crown of the road, closing on the shoulder strips or, if present, on the side strips.
  • the banquet can usually be arranged on both sides of the paved road.
  • the shoulder may serve as an unpaved shoulder and may accommodate roadside equipment such as traffic signs and/or crash barriers.
  • the shoulder serves in particular to give the paved road additional support.
  • the shoulder can be clearly delimited by its driving and material contrast to the roadway.
  • the banquet can have a light gravel or crushed stone base layer as a fastening.
  • the banquet serves to allow a motor vehicle to be parked on the banquet without significantly affecting the flow of traffic.
  • pedestrians who are on the shoulder for example to reach an emergency telephone, cannot be forced to walk on the shoulder.
  • the verge is in each case on the side of a roadway on a predetermined strip.
  • another area can be present, such as a green area or a meadow or a field. Consequently, the banquet is not to be regarded as a complete surrounding area next to the carriageway, but is a special strip that runs parallel to the carriageway.
  • the banquet can be an area with a predetermined width along the side of the roadway.
  • the driver of the vehicle can be automatically supported or assisted by the system during a shoulder drive of the vehicle in the shoulder.
  • this can be carried out automatically by an electronic vehicle guidance system, in particular a driver assistance system.
  • the safety of the passengers in the vehicle and in particular of the other road users in the vicinity of the vehicle can thus be increased.
  • the vehicle is located along the roadway during a locomotion journey, it being possible for the vehicle's detection device to continuously monitor the area surrounding the vehicle during the locomotion journey.
  • This continuous detection allows the shoulder that is different from the roadway to be detected.
  • the banquet can be detected automatically with the aid of the detection device.
  • the banquet can run parallel to the roadway.
  • the detection device of the vehicle can be a sensor system or a camera system, for example.
  • the detection device can have a number of sensors and/or cameras.
  • the verge can be determined by evaluating the recorded information.
  • driving on the shoulder with the vehicle can be recognized or determined with the electronic evaluation unit depending on the recorded information regarding the shoulder and/or the information provided regarding the position and/or the type of shoulder.
  • a determination or calculation is carried out with the aid of the electronic evaluation unit, so that the shoulder drive of the vehicle on the shoulder can be firmly identified.
  • the electronic evaluation unit can, for example, be an evaluation system consisting of several individual units.
  • the electronic evaluation unit can be referred to as a computing unit.
  • the electronic evaluation unit can be used to efficiently determine whether the shoulder is being driven on.
  • the electronic evaluation unit can be part of an electronic vehicle guidance system of the vehicle or part of the vehicle. It is also conceivable that the electronic evaluation unit is part of a server or data cloud external to the vehicle. Consequently, the detection of driving on the shoulder is not carried out in the vehicle, but in a unit arranged separately from the vehicle.
  • the respective information, data and signals can be transmitted via technical communication connections between the vehicle, in particular the electronic vehicle guidance system, and the electronic evaluation unit.
  • the proposed method is a computer-implemented method.
  • the information regarding the position or the type of shoulder can be provided by a data cloud and/or server unit and/or server system external to the vehicle.
  • this information can be provided to the vehicle by external information points, in particular the electronic evaluation unit.
  • the position of the shoulder provides a global position of the shoulder, in particular on a map.
  • the type of banquet can be, for example, a surface finish and/or a length of the banquet and/or the width of the banquet and/or an inclination of the banquets and/or objects standing on the banquet.
  • the electronic evaluation unit can carry out a precise and improved determination as to whether the vehicle is actually currently driving on the shoulder on the basis of the recorded information regarding the shoulder and the provided position and/or type of shoulder.
  • the electronic evaluation unit can recognize whether the vehicle is currently driving on the shoulder, depending on environmental information in the vicinity of the vehicle and/or GPS positions and/or navigation data.
  • the electronic evaluation unit After recognizing that the shoulder has been driven on, it can be assessed or evaluated to what extent a dangerous situation is present.
  • the basic risk situation is assessed or evaluated and, in addition, what potential risk there is.
  • the dangerous situation is specifically or explicitly accompanied by driving on the shoulder.
  • the currently existing and/or forthcoming shoulder drive is thus precisely analyzed and evaluated with the dangerous situation.
  • the respective danger for the vehicle and/or the passengers of the vehicle is taken into account in particular. It can thus be estimated to what extent the vehicle and/or the passengers of the vehicle and/or other road users in the vicinity of the vehicle are endangered by the vehicle driving over the shoulder.
  • the electronic evaluation unit can carry out a prediction of a future hazardous situation as a function of a wide variety of recorded and/or provided information regarding driving on the verge. Consequently, the respective dangerous situation can be assessed if, in particular over a longer period of time, the shoulder is being driven on.
  • safety measures and/or countermeasures can be initiated at an early stage and, in particular, the passengers of the vehicle and/or other road users in the vicinity of the vehicle can be carried out before this potential danger is caused by the vehicle driving on the shoulder will. Traffic safety and in particular the safety of the vehicle and the passengers of the vehicle can thus be improved, in particular significantly increased.
  • a corresponding signal can be sent by the electronic evaluation unit depending on the assessed current and/or future dangerous situation, in particular control signal, with which an automatic tightening of the at least one seat belt of the restraint system of the vehicle can be initiated, in particular carried out.
  • the passenger can be secured and alerted at an early stage in that the safety belt, in particular the safety belt of the driver's vehicle seat, is automatically tightened by the system immediately after the dangerous situation has been assessed. This results in improved safety for the vehicle and in particular for the passengers, even on a current and/or forthcoming banket journey.
  • the detection device is used to detect an area surrounding the vehicle and/or that a current position of the vehicle is determined using a position determination unit.
  • the electronic evaluation unit recognizes whether the vehicle is at least partially, in particular completely, on the shoulder, in particular a coefficient of friction of a floor area on which the vehicle is currently driving is determined , whereby a certain coefficient of friction is taken into account for detecting when driving on the shoulder.
  • the area surrounding the vehicle can be continuously detected or monitored by the detection device.
  • This continuous detection can be used to identify the shoulder and the vehicle driving on the shoulder at an early stage.
  • the captured images or recordings of the surrounding area can be evaluated to determine whether the vehicle is partially or completely on the shoulder. This is done with the help of the electronic evaluation unit, in particular with the help of an image processing unit of the electronic evaluation unit.
  • the current position of the vehicle is determined by means of the position determination unit. Based on the current position of the vehicle, the current position of the vehicle can be compared with the position of the shoulder, for example using traffic maps and/or digital maps. Depending on this comparison, it can thus be determined whether the vehicle is partly or completely on the shoulder.
  • the position determination unit is a global navigation satellite system (GNSS).
  • GNSS global navigation satellite system
  • the Position determination unit in the vehicle in particular in the electronic vehicle guidance system, be integrated.
  • the position determination unit can be part of the electronic evaluation unit. It is also conceivable that the position determination unit is an independent, separate unit, such as a service system or a data or cloud application. This can determine the respective position of the vehicle externally to the vehicle and, for example, transmit and provide it to the vehicle and/or the electronic evaluation unit via technical communication connections.
  • Another way of determining shoulder travel is by comparing the coefficient of friction of the floor area on which the vehicle is currently driving.
  • the fact that the roadway and the shoulder have different coefficients of friction or friction values is used here.
  • the current coefficient of friction of the floor area can be determined or calculated with a detection unit or sensor unit of the vehicle or with another electronic system of the vehicle or a system external to the vehicle.
  • This determined coefficient of friction can be compared using specified values. This can be done, for example, in an electronic database provided for this purpose by the electronic evaluation unit. In this case, special values can be specified, from which a shoulder drive can be concluded. If the determined coefficient of friction agrees with a specified value of a shoulder, the electronic evaluation unit can determine or recognize that the vehicle is currently driving on the shoulder.
  • road users in the vicinity of the vehicle are optically warned by a lighting device of the vehicle, in particular before the vehicle drives onto the shoulder.
  • an acoustic and/or visual and/or haptic warning of a moving vehicle is output by an electronic output unit as a function of the assessed risk situation.
  • the driver is informed about the tightening of the at least one seat belt.
  • the electronic evaluation unit can transmit a corresponding control signal to a lighting device of the vehicle and/or another vehicle system and/or vehicle components of the vehicle immediately after the risk situation has been assessed.
  • the lighting device can be, for example, ambient lighting and/or a beacon and/or a headlight and/or reflector of the vehicle act.
  • the lighting device is a hazard warning light device and/or a hazard warning light of the vehicle.
  • road users in the vicinity of the vehicle can be automatically warned, so that these other road users can prepare themselves for a possible danger from driving on the vehicle in the shoulder.
  • the other road users can thus prepare or carry out corresponding countermeasures and/or safety measures, in particular braking interventions.
  • the surroundings of the vehicle are warned optically with the help of a hazard warning light.
  • acoustic systems of the vehicle issue an acoustic warning to road users.
  • activating the horn would be advantageous. This results in an improved perception of the imminent danger or dangerous situation for the other road users as well.
  • the driver of the vehicle and/or the passengers of the vehicle can be automatically warned acoustically and/or optically and/or haptically about the impending dangerous situation.
  • the passengers, in particular the driver can be made aware of the danger of the current or forthcoming shoulder drive, so that appropriate countermeasures can still be initiated and/or carried out.
  • the warning can be given via an electronic output unit.
  • the electronic output unit can be, for example, a mobile device belonging to the driver or a passenger in the vehicle.
  • Vehicle loudspeakers and/or vehicle displays can also be used to output warnings.
  • the infotainment system of the vehicle can be used to warn the passengers and the driver.
  • Information regarding the automatic tightening of the safety belts can also be provided about the imminent or the current driving on the verge. The passengers and/or the driver can thus be informed or pointed out in advance that the seat belt is being automatically tightened and the driver or the passengers are not surprised or even frightened by this.
  • a classification database is taken into account for the assessment of the dangerous situation when driving on the shoulder is detected, the dangerous situation being classified by means of the classification database, so that the dangerous situation of driving on the shoulder corresponds to a first danger scenario according to a first class or at least a second risk scenario can be assigned according to a second class.
  • a more precise and situation-dependent assessment of the dangerous situation and the corresponding safety measures can be carried out.
  • the most extensive information can be taken into account for the classification of the dangerous situation.
  • the type of shoulder and/or the type of vehicle and/or the information about the area and/or the nature of the shoulder and/or obstacles on the shoulder and/or the current speed of the vehicle and/or a number and/or a Type of driver assistance system of the vehicle are taken into account.
  • the exact risk potential or risk level of the risk situation can be better assessed and assessed or estimated.
  • the electronic evaluation unit for example the classification database can function as part of the electronic evaluation unit or as an external data cloud or service system.
  • the current danger situation can be classified and divided into different danger levels. By dividing the hazardous situation into various hazardous scenarios, various safety measures and/or procedures can be used for the vehicle's current or forthcoming shoulder drive.
  • Various measures and/or countermeasures for the respective risk scenarios can be provided in the classification database.
  • Corresponding countermeasures and/or safety measures can thus be provided immediately after the classification of the hazardous situation, since these are already provided by the classification database. In this way, processing or calculation steps can be reduced, since the measures associated with the respective risk scenarios are already known in advance.
  • the safety measures can thus be carried out more quickly and better, so that the safety of the passengers in the vehicle is increased.
  • the hazard situations can be subdivided and assigned to a number of different hazard scenarios.
  • the respective hazard scenarios can also be prioritized so that the severity of the impending hazard situation can be estimated as a function of certain parameters.
  • At least one electronic driver assistance system is dynamically adapted as a function of the classified dangerous situation, so that further safety measures are automatically initiated, in particular carried out, with the at least one electronic driver assistance system.
  • Stabilization of a seating position of at least one passenger of the vehicle in a vehicle seat is carried out, in particular from the detection of the vehicle driving on the shoulder, a duration of the driving on the shoulder is determined, wherein if a predetermined threshold value is exceeded by the determined duration, a deceleration process, in particular a Emergency braking of the vehicle is carried out.
  • the electronic evaluation unit can generate corresponding signals with which various vehicle systems and/or vehicle components and/or at least one electronic driver assistance system automatically, dynamically can be adjusted.
  • an automatic parameterization and/or configuration of the respective systems takes place here.
  • a driving dynamics control (“electronic stability control” ESC) or other electronic stability programs such as anti-lock braking systems, traction control, electronic brake force distribution, brake assistants or electronic braking systems
  • ESC driving dynamics control
  • other electronic stability programs such as anti-lock braking systems, traction control, electronic brake force distribution, brake assistants or electronic braking systems
  • the dynamic adjustment of the electronic driver assistance systems means that the vehicle can again be safely maneuvered out of the shoulder, in particular automatically maneuvered.
  • the driver can be automatically supported or assisted when leaving the shoulder by the adapted electronic driving assistance systems.
  • banket functions of driver assistance systems and/or pre-crash functions can be used for this.
  • the stabilization of the driver and/or the passengers is of particular importance. On the one hand, this is achieved by the automatic seat belt tensioning.
  • the seating position of the passengers of the vehicle in the respective vehicle seat can be carried out, for example, by automatically adjusting lateral seat elements and/or headrest elements of the respective vehicle seat.
  • adjustable seat elements of the respective vehicle seats can be adjusted here in such a way that the respective passenger located in the vehicle seat can Vehicle transverse direction of the vehicle is firmly stabilized or positioned.
  • the respective passenger in the vehicle seat can no longer slip or be moved to the left or right.
  • the passenger is stabilized in the longitudinal direction of the vehicle by the tightened belt and in the transverse direction of the vehicle by the respective adjusted seat elements of the vehicle seat.
  • the electronic evaluation unit determines how long the vehicle has already been driving in the shoulder. In this case, this period of time is determined and compared with a predetermined temporal threshold value. If this predetermined threshold value is exceeded, a braking process or deceleration process of the vehicle can be initiated automatically, for example, by an electronic driver assistance system, in particular the electronic vehicle guidance system.
  • an electronic driver assistance system in particular the electronic vehicle guidance system.
  • the respective classified dangerous situation in particular the hurdle of this classified dangerous situation, can be taken into account here, in the event of a high risk situation or a high risk potential, an emergency braking process of the vehicle is immediately initiated and carried out.
  • the vehicle can thus be brought to a standstill immediately and safely, so that the risk to the vehicle, the passengers in the vehicle and other road users can be reduced or minimized.
  • an area different from the roadway and the shoulder in a vicinity of the shoulder, which directly adjoins the shoulder is taken into account, in particular with the detection device of this area is additionally recorded.
  • the shoulder is bordered on one side by the roadway and on the other side here by this different area.
  • the banquet is therefore not to be regarded as a complete area in the area surrounding the roadway, but exclusively as a predetermined, in particular narrow, lateral area of the roadway.
  • the banquet can be present on the side of the roadway and an additional area can act next to the banquet.
  • the different area is therefore important because, for example, the width and/or length of the shoulder cannot deviate during a braking process or a maneuvering process when driving on the shoulder and this additional area can be taken into account in order to be able to predict a braking distance during a braking process .
  • the area can also be continuously detected with the detection device.
  • the shoulder has a shoulder width that is smaller than the vehicle width of the vehicle, so that the various areas adjoining the shoulder must also be taken into account for the vehicle to drive safely on the shoulder and for the subsequent safety measures or countermeasures, in particular to be able to drive the vehicle safely out of the shoulder or to be able to brake.
  • the tightening of the at least one safety belt of the restraint system of the vehicle is carried out in a cascaded manner as a function of the risk situation assessed.
  • a tightening state of the at least one seat belt is adjusted as a function of the hazardous situation and/or a change in the hazardous situation.
  • a first tightening state of the at least one seat belt is set and, depending on the dangerous situation and/or the change in the dangerous situation, a second tightening state, which is tighter than the first tightening state, is set for the at least one seat belt.
  • the classified dangerous situation can be assessed by the electronic evaluation unit to determine the extent to which the seat belt should be tightened.
  • the belt tightening of the seat belt can be carried out in a cascaded manner or in stages. For example, a first stage of the automatic seat belt tightening can be carried out when the shoulder drive is recognized and subsequent stages of additional seat belt tightening processes can be carried out depending on the current or future assessment or evaluation of the dangerous situation of the shoulder drive.
  • the belt can initially be secured and if the shoulder journey is to be ended immediately, further stages of belt tightening can be avoided.
  • the belt tightening can be carried out dynamically and intelligently in different stages or levels.
  • the restraint system of the vehicle can be controlled or adapted or parameterized in particular with the aid of the electronic evaluation unit in such a way that the current tightening state of the seat belt is automatically adjusted as a function of the current and/or future dangerous situation.
  • the electronic evaluation unit detects a higher risk potential, the seat belt can be additionally tightened.
  • the state of tightening of the safety belt can be automatically adjusted, in particular increased. It is thus possible to react better to the respective current situation and circumstances, so that the protection of the passengers in the vehicle can be increased.
  • a first tightening state of the safety belt can be set, in particular set automatically, as soon as the shoulder drive is detected. If the dangerous situation has been given higher priority due to a changed dangerous situation of the shoulder drive and/or a dynamic change in the current events, the safety belt can be adjusted from the first tightening state to the second and/or to a higher tightening state.
  • the seat belt is tightened more tightly in the second tightening state than in the first tightening state. This is more advantageous in particular when determining or predicting a higher risk situation.
  • the length of time after the vehicle enters the shoulder can be taken into account for this purpose. If a predetermined time threshold value for driving on the shoulder has also been exceeded for this purpose, it can be assumed that the risk of an uncontrolled collision and/or an accident is high, so that, for example, a second tightening state of the seat belt that is tighter than the first tightening state is automatically set immediately becomes. As a result, the safety of the passengers in the vehicle can be increased.
  • a further exemplary embodiment provides that at least one item of information relating to the detected driving on the shoulder is stored in a digital map, this information being taken into account in a future assessment of a dangerous situation involving a vehicle driving onto a shoulder, in particular a shoulder drive.
  • the electronic evaluation unit for assessing the dangerous situation with a machine learning algorithm depending on the digital Map and / or other information regarding driving on a shoulder trained by machine. Consequently, the electronic evaluation unit of the vehicle and/or other vehicles and/or a fleet server and/or another cloud-based system for assessing and recognizing shoulder journeys can be automated and machine-trained.
  • future situations regarding a shoulder drive can be better assessed and improved safety measures to protect the passengers and other road users can be implemented.
  • the respective verge and the respective danger based on this verge can be stored in the digital map, which is stored, for example, in a computing unit and/or the electronic evaluation unit.
  • specific information regarding the potential dangers of this shoulder is stored in the digital map for each shoulder.
  • it can be recognized at an early stage that driving on this special shoulder is particularly dangerous or less dangerous. Improved and more efficient security measures can thus be implemented or initiated.
  • the electronic evaluation unit can contain a machine learning unit.
  • the assessment and/or recognition of a shoulder drive can be mechanically trained via machine learning systems and/or machine learning algorithms.
  • Information such as the location of the shoulder, length of the shoulder, width of the shoulder, type of shoulder, and information about the surroundings of the shoulder are particularly important.
  • the shoulder drives that have already been determined and recognized and carried out can also be taken into account.
  • a digital map can be generated or set up with hazardous situations relating to shoulder drives, in which non-critical and critical shoulder drives occur.
  • threshold values for intervention at the usual speeds can be increased will. If necessary, shoulder interventions can also be completely hidden.
  • critical shoulder drives a situation analysis could be carried out, which led to the critical shoulder drive, and similar situations could be filtered and corresponding threshold values for an intervention could be adjusted.
  • the learning algorithm of the machine learning unit could use the perception of the surroundings of other road users, for example, to identify the reason for leaving the lane. For example, this can be done by passing oncoming traffic, stationary vehicles or other traffic observers. If the evasion into the verge takes place in an appropriate manner, especially at a manageable speed, or at a known location using the digital maps, the verge reaction can be suppressed or only started when the threshold values are higher.
  • the combination with road friction values is also useful here. If the coefficient of friction detected by the vehicle in the shoulder deviates significantly below the coefficient of friction on the road, the shoulder interventions could be carried out early. In particular, this can be done through cloud applications or through vehicle estimations before leaving the road.
  • the threshold for recognizing a shoulder due to the vertical acceleration can be raised based on the digital map data. This serves to avoid false triggering of the safety measures due to an uneven road surface, such as on cobblestones. This can be trained in particular with the help of the machine learning unit.
  • the method just described is a computer-implemented or cloud-based method.
  • a corresponding computer program can be used to carry out such a method.
  • the electronic evaluation unit can have computing units and/or processors with which such a method can be carried out, for example.
  • a further aspect of the invention relates to an electronic vehicle guidance system with a detection unit and an electronic evaluation unit, the electronic vehicle guidance system being designed to carry out a method according to an exemplary embodiment of the preceding aspect or the aspect.
  • the method described above or an advantageous embodiment of the method is carried out with the vehicle guidance system just described.
  • the electronic vehicle guidance system can be an electronic system and/or an electronic unit.
  • the electronic vehicle guidance system is a driver assistance system.
  • the electronic vehicle guidance system can be integrated in a vehicle. It can also be available externally to the vehicle as a cloud-based solution, and the corresponding information, data and signals can be exchanged and transmitted via communication channels.
  • a further aspect of the invention relates to a vehicle with a further electronic vehicle guidance system according to the previous aspect or a development thereof.
  • the vehicle is a motor vehicle, such as a passenger car or a truck or some other vehicle.
  • the vehicle can be a highly automated vehicle. This can be designed, for example, as a fully autonomously operated or partially autonomously operated vehicle.
  • the invention also includes developments of the electronic vehicle guidance system according to the invention and of the vehicle according to the invention, which have features as have already been described in connection with the developments of the method according to the invention. For this reason, the corresponding developments of the electronic vehicle guidance system according to the invention and the vehicle according to the invention are not described again here.
  • the invention also includes the combinations of features of the described embodiments.
  • FIG. 1 shows a schematic representation of a vehicle with an electronic vehicle guidance system
  • FIG. 2 shows an exemplary embodiment of a possible safety measure when driving over a shoulder with the vehicle from FIG. 1;
  • FIG. 3 shows a further exemplary embodiment of a possible safety measure when driving over a shoulder with the vehicle from FIG. 1;
  • FIG. 4 shows a further exemplary embodiment of a possible safety measure when the vehicle from FIG. 1 is driving over a verge.
  • the exemplary embodiments explained below are preferred exemplary embodiments of the invention.
  • the described components each represent individual features of the invention that are to be considered independently of one another, which also develop the invention independently of one another and are therefore also to be regarded as part of the invention individually or in a combination other than that shown.
  • the exemplary embodiments described can also be supplemented by further features of the invention already described.
  • FIG. 1 shows, for example, a schematic representation of a vehicle 1 which is driving along a roadway 3 .
  • the vehicle 1 is a highly automated vehicle, in particular a fully autonomously or partially autonomously operated vehicle.
  • the vehicle 1 is a motor vehicle.
  • the vehicle 1 can carry out a real locomotion journey 2 along the roadway 3 in road traffic.
  • the lane 3 can be, for example, a country road or an autobahn or a multi-lane federal highway.
  • lane 3 can be a lane on any street.
  • the vehicle 1 can have an electronic vehicle guidance system 4 .
  • the electronic vehicle guidance system 4 can in particular Driver 5 of the vehicle 1 is supported in driving the vehicle 1, in particular assisted. Consequently, the electronic vehicle guidance system 4 can be one or more electronic driver assistance systems. It is also conceivable that the electronic vehicle guidance system 4 is integrated directly in the vehicle 1, in particular in the electronic vehicle electrical system, or that the electronic vehicle guidance system 4 is designed as a cloud-based system external to the vehicle 1 and the corresponding applications are exchanged via wireless communication connections between this system and the vehicle 1 or be transferred.
  • a surrounding area in an environment 6 of the vehicle 1 is continuously recorded or monitored with at least one recording device 7 of the vehicle 1 .
  • the detection device 7 can be, for example, sensors, cameras or detection systems.
  • An electronic evaluation unit 8 is provided in order in particular to be able to enable the electronic vehicle guidance system 4 with corresponding signals, in particular instructions, to intervene in the driving behavior of the vehicle 1 .
  • the electronic evaluation unit 8 can in particular be designed as an evaluation system consisting of several individual computing units and/or processor units.
  • the electronic evaluation unit 8 can either be integrated in the vehicle 1 or made available externally as a cloud-based application. In this case, the electronic evaluation unit 8 can be used in a cloud-based system 9 .
  • Corresponding signals and/or information from the electronic evaluation unit 8 can be transmitted to the vehicle 1 via the respective communication connections. It is also possible for the electronic evaluation unit 8 to be integrated directly in the vehicle 1 in the electronic vehicle guidance system 4 .
  • the cloud-based system 9 can be a data cloud and/or a server system, for example.
  • the electronic vehicle guidance system 4 can support the driver 5 of the vehicle 1 during a possible shoulder drive.
  • vehicle 1 deviates from the road it is currently driving on, ie lane 3 .
  • the driver 5 can be supported via appropriate shoulder functions, such as an electronic stabilization system, so that a safe reverse steering of the vehicle 1 can be made on the road. This can be done by the electronic vehicle guidance system 4, for example. Without such support, many drivers turn the steering too hard without building up sufficient lateral acceleration. This is due to the low coefficient of friction next to the road.
  • the proposed method and in particular the electronic vehicle guidance system 4 come into their own. This makes it possible to automatically carry out safety measures when the vehicle 1 drives on a shoulder 10 (see Figure 2) that is different from the roadway 3.
  • the shoulder 10 is in particular a predetermined, in particular narrow, area to the side of the roadway 3.
  • shoulders 10 are arranged directly on the sides at the edge regions or sides of roadway 3 .
  • shoulder 10 runs adjacent to, in particular parallel to, roadway 3.
  • a region 11 that differs from shoulder 10.
  • Shoulder 10 is thus on the one hand through roadway 3 and on the other hand bounded by the area 11.
  • the area 11 is an unpaved road or unpaved ground or a dirt road or a cycle path or a pedestrian path.
  • vehicle 1 can normally be prevented from leaving lane 3 via a lane keeping system, in particular a lane assist system.
  • a current steering torque of the lane departure warning system may not be sufficient to prevent a departure from the lane 3 because, for example, the driver 5 does this can partially oversteer or because in dynamic cornering situations adequate cornering can no longer be provided.
  • the electronic vehicle guidance system 4 can have a pre-crash function, for example, which can protect a driver in the event of an accident. Pre-crash measures are additional preparations by vehicles and vehicle occupants if a situation ends in an accident.
  • the shoulder 10 in the surroundings 6 of the vehicle 1 can be detected, in particular continuously, by means of the detection device 7 .
  • This information can be made available to the electronic evaluation unit 8, for example.
  • information regarding a position and/or a type of shoulder 10 can be made available, in particular transmitted, to vehicle 1 and/or electronic evaluation unit 8 .
  • the electronic evaluation unit 8 can, for example, determine or recognize whether a shoulder drive, ie the vehicle 1 is driving in the shoulder 10, is present.
  • further information and/or data can be used to determine or recognize that the vehicle 1 is driving over the shoulder 10 .
  • information about the surroundings of the surroundings 6 can be used for this purpose.
  • the information regarding the banquet 10 is of particular importance.
  • the surface finish, the dimensions of the banquet 10, a width of the banquet 10, an incline or gradient of the banquet 10 or the area 11 other than the parquet are of particular importance.
  • a position of the vehicle 1 can also be determined by means of a position determination unit 12 (compare FIG. 1).
  • the position determination unit 12 can either be integrated into the vehicle 1 or part of the cloud-based system 9. This can be used to determine the position of the vehicle 1, for example via GPS, and with the position, in particular the geographic position, of the shoulder 10 Alignment, or comparison between the current position of the vehicle 1 are carried out with the shoulder 10, so that it can be determined from this whether the vehicle 1 is completely or partially in the shoulder 10. In particular, it is of importance when the vehicle 1 already has at least one tire on the Banquet 10 is located. The more tires of the vehicle 1 are on the shoulder 10, the greater the risk of shoulder driving.
  • shoulder 10 has a different material than roadway 3 .
  • the roadway 3 is a surface with concrete or asphalt or a paved surface.
  • the shoulder 10 is usually an area covered with gravel or earth, so that the friction values of the shoulder are many times worse or lower than those of the roadway 3 .
  • Such a comparison of the friction values can also be used to determine whether at least one tire of vehicle 1 is located on shoulder 10 . This is done in particular with the help of the electronic evaluation unit 8.
  • FIG. 2 position P1 is now shown, in which the vehicle 1 moves in the direction of the banquet 10 and consequently leaves the roadway 3 at least partially.
  • This leaving the roadway 3 can be determined by means of the electronic evaluation unit 8 .
  • the electronic evaluation unit 8 can be used to assess or evaluate the extent to which the shoulder drive is dangerous.
  • a dangerous situation it is to be understood which specifically or explicitly entails and/or can entail in the future driving on shoulder 10 of vehicle 1 . Consequently, with the aid of the electronic evaluation unit 8, not only can the current driving on the verge 10 be determined and assessed, but a prediction can be made on the basis of a wide variety of information as to the extent to which the verge journey can become even more dangerous.
  • safety measures can be initiated, in particular carried out, automatically. This can take place, for example, at position P2 in FIG. 2 of vehicle 1 .
  • at least one seat belt 13 of a restraint system 14 of the vehicle 1 can be automatically tightened.
  • the driver's seat belt of driver 5 is tightened, for example.
  • all occupants of the vehicle 1 can be stabilized in the respective seat via their respective safety belt or restraint belt by tightening the respective belt.
  • the driver 5 and the Occupants of the vehicle 1 are automatically secured by a moderate belt tightening.
  • an active speed control device in particular an ACC control function, of vehicle 1 can be deactivated, for example, since automatic speed adjustment can no longer be carried out safely on the unknown terrain of shoulder 10 . Careful deceleration or braking can also be carried out here as a safety function.
  • an emergency functionality should be provided, since it can be intended, for example, that the driver 5 intentionally drives into the shoulder 10 due to unforeseeable traffic situations and/or other circumstances. It should always be possible for the driver to override 5 system interventions.
  • road users in the surroundings 6 of the vehicle 1 can be warned of the dangerous situation with regard to the shoulder drive of the vehicle 1, for example depending on the dangerous situation.
  • the road users can be automatically warned by optical warnings by a lighting device 14 of the vehicle 1 .
  • the lighting device 14 can be a hazard warning system of the vehicle 1, so that the road users in the vicinity 6 can be warned by lighting up the hazard warning lights and can thus be alerted to the currently prevailing dangerous situation.
  • the other road users can be warned in parallel by acoustic warning signals, which can be emitted by loudspeaker systems of the vehicle 1 .
  • the occupants of the vehicle 1 can also be warned acoustically and/or optically and/or haptically when the shoulder drive is detected.
  • corresponding warnings can be issued in the vehicle 1, in particular in the passenger compartment.
  • the output unit 15 can be, for example, an infotainment system or a screen or a loudspeaker system of the vehicle 1 . It could also be the Act output unit 15 to a mobile device, such as a smartphone or a tablet or a smartwatch, the driver 5, or one of the occupants of the vehicle 1.
  • the occupants of the vehicle 1 are warned of the current dangerous situation via the haptic tightening, ie by means of reversible belt tightening.
  • a reaction of the driver 5 has been carried out.
  • the driver 5 deflects the vehicle 1 in the direction of the roadway 3 in order to leave the shoulder 10 again.
  • This steering of the driver 5 can sometimes be dangerous.
  • the driver 5 may suddenly be overwhelmed, so that he performs uncontrolled actions, for example heavy steering.
  • a braking process could also be initiated. This happens in particular after the seat belt has been tightened, since the driver 5 has now been made aware.
  • this can take place in a short period of time after the belt tightening, since with a longer period of time the driver 5 probably has more time to consider appropriate countermeasures.
  • This can be monitored by a driver monitoring system of the vehicle 1 .
  • a lower time threshold value for the detection of a panic reaction of the driver 5 could be specified in order to release ESC stabilization interventions, for example.
  • the front wheel of vehicle 1 on the outside of the curve can be braked by means of ESC braking.
  • the steering angle can also be reduced by "steer-by-wire".
  • a classification database 16 can be used or taken into account for assessing the hazardous situation of the shoulder drive.
  • the classification database 16 can be, for example, an external data cloud of its own or an external data server in which the most extensive information regarding the dangerous situations, the procedures, the events, the causes of accidents, the accident results of shoulder drives are stored.
  • the electronic evaluation unit 8 can, for example, better assess the current risk situation of the present or future shoulder drive. In particular, a danger level and/or a danger level of the current shoulder drive can be better assessed or evaluated.
  • the current risk situation can be classified so that the risk situation of the shoulder drive can be divided into a first risk scenario according to a first class or at least a second risk scenario according to a second class can be assigned.
  • This results in a classification of the current risk situation so that stronger safety measures can be initiated and implemented, especially if the risk potential is high.
  • the current risk situation can be classified faster and more efficiently by the predefined risk situations in the database.
  • At least one electronic driver assistance system in particular the electronic vehicle guidance system 4
  • ESC electronic stability program
  • the vehicle 1 can be returned safely to the lane 3 despite the strong counter-steering by the driver 5 .
  • a cascaded belt tightening can take place depending on the classified dangerous situation.
  • a further, in particular partial, tightening of the seat belt 13 can also be carried out.
  • a tightening state of the seat belt 13 can be adjusted automatically, in particular as a function of the assessed or classified dangerous situation.
  • a tighter or stronger tightening state can be set automatically during the first seat belt tightening.
  • a wide variety of tightening states of the seat belts of the vehicle 1 can be set, in particular dynamically adjusted.
  • This cascaded belt tightening can in particular take into account the respective currently existing or estimated dangerous situation, as well as a change in the dangerous situation.
  • the electronic vehicle guidance system 4 and in particular the associated systems, in particular the electronic evaluation unit carry out a permanent analysis or calculation of the current risk situation. In this way, it is possible to react immediately if changes occur in the dangerous situation. In particular, predicted hazardous situations also play a role.
  • the electronic evaluation unit 8 can use current data and information provided to make a prediction about the shoulder run in the present section of the shoulder 10 .
  • An additional safety measure provided for this is the closing of all vehicle windows of the vehicle 1 and the sunroof of the vehicle 1, if present.
  • the passengers of the vehicle 1 can thus be secured in the best possible way in the event of a possible collision and/or accident.
  • the seating position of the passengers, in particular the driver 5 can be stabilized.
  • lateral elements 17 of a vehicle seat 18 can be adjusted dynamically for this purpose.
  • these can be inflated by applying compressed air, so that the driver 5 is stabilized in the transverse direction of the vehicle.
  • the driver 5 is secured by the belt tightening in the longitudinal direction of the vehicle and in the transverse direction of the vehicle, he is stabilized or secured by the adjusted lateral elements 17 of the vehicle seat 18 .
  • Such elements can also be set in a headrest element 19 of a headrest of the vehicle seat 18 .
  • the driver 5 can thus be protected in the best possible way.
  • FIG. 3 Another possible risk scenario or risk situation of a shoulder drive is shown in the following FIG. 3 .
  • the vehicle also leaves lane 3 here and drives into shoulder 10.
  • the respective situations in positions P1, P2 and P3 are identical here to those in the versions in FIG the comparison between the position P3 and P4 of the vehicle is shown schematically, the vehicle 1 leaves the shoulder 10 dynamically and threatens to drive into oncoming traffic or against the other lane boundary. This is determined in particular by the electronic vehicle guidance system 4 and in particular by the electronic evaluation unit 8 . If this is the case, this leads to a tightening of the pre-crash measures, for example. ESC functionality remains normally stabilizing. If necessary, severe deceleration of the vehicle 1 can be initiated.
  • the vehicle 1 swerves or skids. This can no longer be remedied by the driver 5 alone.
  • the area surrounding the vehicle 1 can first be detected with the aid of the detection device 7, so that the current risk situation can be reassessed.
  • the additional security measures described above are also activated and maintained here.
  • an emergency braking operation in particular an emergency braking operation, at least one deceleration process of the vehicle 1 can now be automatically initiated and carried out here. A safe stopping of the vehicle 1 can thus be achieved.
  • the electronic vehicle guidance system 4 could set the steering option or a steering angle so that the driver 5 cannot steer as much as he likes. Thus, such extreme situations could be avoided.
  • Electronic driver assistance systems can also minimize or prevent wheel spin.
  • FIG. 4 shows only one further possible risk scenario.
  • An increased risk situation is now shown here, since the vehicle 1 deviates completely from the roadway 3 and possibly loses complete control of the vehicle 1 .
  • the individual safety measures as already listed above for the respective vehicle positions P1 and P2, are also active here, in particular with regard to the safety measures described.
  • the measure relating to position P3 does not apply here because in this case there is no reaction from driver 5.
  • the driver is currently inattentive or driver 5 has a microsleep, for example.
  • the vehicle 1 is not returned to the roadway 3, so that the vehicle 1 is first driven completely over the shoulder 10 and possibly also the area 11.
  • a period of time can be determined, in particular a timer of the electronic evaluation unit 8 can be started in order to determine the length of time the vehicle 1 has already been driving on the banquet 10.
  • a time threshold value Once a time threshold value has been reached, the system can decide that no countermeasures and/or reactions of the driver 5 will take place. In this case, after a predetermined period of time has been exceeded and after no reaction from the driver 5, an immediate emergency braking of the vehicle 1 can result. Worse events can thus be prevented, since the vehicle can be brought to a standstill automatically and immediately.
  • electronic vehicle guidance system 4 can permit increased lateral dynamics for evasion. If, as shown in FIG. 3 , driving into oncoming traffic takes place, a reduction in the lateral dynamics of the vehicle can be set by the system, so that dipping into the oncoming lane can be minimized.
  • the lateral dynamics can be implemented, for example, by wheel-selective ESC interventions or by limiting the steering angle in "steer-by-wire".
  • the braking process of vehicle 1 is prioritized in order to reduce the impact energy.
  • the change between lane 3 and shoulder 10 can be observed by means of detection device 7, because a greater longitudinal deceleration may be necessary due to a somewhat greater transverse offset, for example only one wheel still comes onto lane 3.
  • the automatic belt tightening is advantageous because the high belt forces combined with the maximum controlled force of the seat belt 13 can ensure that the occupants in the respective positions in the vehicle seat 18 no longer shift forward even during a braking process.
  • the safety of the vehicle passengers can be increased. For example, if there is no obstacle in front of a vehicle 1 and the driver 5 nevertheless later steers out of the shoulder 10, it can initially be assumed that the driver 5 made a conscious wish. Since skidding should nevertheless be prevented here, it is advisable to allow the shoulder function of the electronic vehicle guidance system 4 to act with increased switch-on limits or with a reduced level of intervention.
  • the exemplary embodiments of the invention described in FIGS. Function, and a pre-crash measure are produced.
  • the safety of the passengers during a banquet journey can be increased by simultaneously securing the passengers by means of the automatic seat belt tightening and the attention trigger that takes place as a result.
  • the exemplary embodiments of the invention show an improved coordinated behavior of the functions when driving into shoulder 10.
  • the security measures are relevant when the vehicle 1 is driving at a speed between 50 km/h and 100 km/h, in particular 120 km/h.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Traffic Control Systems (AREA)

Abstract

L'invention concerne un procédé d'exécution automatique de mesures de sécurité lors du passage d'un véhicule (1) sur un accotement (10) différent d'une voie de circulation (3), qui comprend les étapes consistant à : détecter l'accotement (10) qui est différent de la voie de circulation (3) et qui est disposé adjacent latéralement à la voie de circulation au moyen d'un dispositif de détection (7) du véhicule (1) ; fournir des informations associées à une position et/ou un type d'accotement (10) au véhicule (1) ; reconnaître que le véhicule (1) roule sur l'accotement (10) au moyen d'une unité d'évaluation électronique (8) ; évaluer une situation de danger associée au passage du véhicule (1) sur l'accotement (10) et/ou pouvant être associée à celui-ci à l'avenir, au moyen de l'unité d'évaluation électronique (8) ; exécuter une mesure de sécurité par tension d'au moins une ceinture de sécurité (13) d'un système de retenue (14) du véhicule (1) en fonction de la situation de danger évaluée. L'invention concerne en outre un système de guidage de véhicule électronique (4) ainsi qu'un véhicule (1).
PCT/EP2022/063754 2021-05-31 2022-05-20 Procédé d'exécution automatique de mesures de sécurité lors du passage d'un véhicule sur un accotement, système de guidage de véhicule électronique et véhicule WO2022253596A1 (fr)

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CN202280050810.0A CN117677556A (zh) 2021-05-31 2022-05-20 用于在车辆驶经路肩时自动地执行安全措施的方法，以及电子车辆引导系统和车辆
EP22730185.0A EP4347343A1 (fr) 2021-05-31 2022-05-20 Procédé d'exécution automatique de mesures de sécurité lors du passage d'un véhicule sur un accotement, système de guidage de véhicule électronique et véhicule

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DE102021205553.2A DE102021205553A1 (de) 2021-05-31 2021-05-31 Verfahren zum automatischen Durchführen von Sicherheitsmaßnahmen bei einem Befahren eines Banketts mit einem Fahrzeug, sowie elektronisches Fahrzeugführungssystem und Fahrzeug
DE102021205553.2 2021-05-31

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